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REPLY 


TO  AN  ORDER  BY  THE 


CHICAGO  CITY  COUNCIL 

FOR  INFORMATION 

Respecting  Improvements 
made  under  the  1907  Ordinances 


IN 


Service,  Operation  and  Equipment 


OF  THE 


Chicago  Surface  Traction  Companies 


SUBMITTED  BY  THE 


BOARD  OF  SUPERVISING  ENGINEERS 


CHICAGO  TRACTION 


CHICAGO,  JULY  3,  1913. 


REPLY 


TO  AN  ORDER  BY  THE 


CHICAGO  CITY  COUNCIL 

FOR  INFORMATION 

Respecting  Improvements 
made  under  the  1907  Ordinances 


IN 


Service,  Operation  and  Equipment 


OF  THE 


Chicago  Surface  Traction  Companies 


SUBMITTED  BY  THE 

BOARD  OF  SUPERVISING  ENGINEERS 
CHICAGO  TRACTION 


CHICAGO,  JULY  3,  1913. 


•  •  J'  i   i    »   1 

•  *****     »* 


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KEPLY  TO  AN  ORDER  OF  THE  CITY  COUNCIL 
PASSED  MAY  19,  1913,  REQUESTING  A  REPORT 
FROM  THE  BOARD  OF  SUPERVISING  ENGINEERS 
AS  TO  -WHAT  HAS  BEEN  DONE  BY  THEM  TO- 
WARD CARRYING  OUT  THE  PURPORT"  OF  A 
COUNCIL  ORDER  OF  MARCH  11,1912,  RESPECT- 
ING IMPROVEIVIENTS  IN  SERVICE,  OPERATION 
AND  EQUIPMENT  OF  THE  CHICAGO  SURFACE 
TRACTION  COMPANIES. 

Chicago,  July  3,  1913. 

To  the  Honorable,  The  Mayor  and  Memhers  of  the  City  Coun- 
cil, City  of  Chicago,  Chicago,  Illinois. 

Gentlemen  : 

Agreeable  to  your  resolution  of  May  19,  1913,  referred 
to  us  by  the  City  Clerk  under  date  of  May  22,  1913,  I  pre- 
sent herewith,  for  your  consideration,  information  bearing 
upon  the  specific  points  raised  in  your  original  order  of  March 
11,  1912. 

Many,  if  not  all,  of  these  questions  already  have  been  dis- 
cussed before  your  Committee  on  Local  Transportation  by  rep- 
resentatives of  this  Board,  and  numerous  recommendations 
have  been  made,  both  written  and  oral,  which  latter  need 
receive  only  the  briefest  mention  here.  As  far  as  possible  we 
have  given  definite  facts  and  figures  by  which  you  may  ob- 
serve more  readily  the  improvements  which  have  been  put 
into  effect  within  the  past  year  or  two. 

In  this  connection,  we  desire  to  emphasize  the  fact 
that  many  of  the  resulting  improvements  which  have  been 
put  into  effect  had  been  contemplated  by  this  Board  before  ^f/d"™|de^ 
the  passage  of  the  order  of  March  11,  1912.  and  that  their  "/e^aratfon^*^  ^ 
realization  has  only  been  possible  as  a  result  of  such  prepara- 
tion. Consequently,  brief  reference  is  made  to  some  other 
matters  pertaining  indirectly  to  the  order  although  not  spe- 
cifically mentioned  or  requested  therein. 

Summarizing  the  following  pages,  you  will  find  discussed, 
in  detail,  improvements  in  equipment,  schedules,  service, 
routing  and  operation,  together  with  a  brief  analysis  of  the 
present  rate  of  traffic  increase  with  a  prediction  of  equip- 
ment requirements  for  the  future.  And  this  problem  of  the 
future  is  purposely  contrasted  with  past  and  present  condi- 
tions of  service  and  routing  |^^g(^f^ 

—3— 


The  physical  properties  of  the  Companies  are  being  con- 
tinually modernized  and  perfected,  the  systems  extended  and 
fnbus^inesliXtrSt  ^^^^  methods  of  Operation  improved,  and  Chicago  to-day  en- 
deficient.  j^yg  ^  higher  physical  standard  of  its  traction  properties  than 
other  large  cities  in  the  country.  In  spite  of  this  fact,  the 
existing  service  and  routing  into  the  principal  business  dis- 
trict are  admittedly  deficient  and  rapidly  becoming  more  so. 
This  Board  is  fully  cognizant  of  these  conditions  and  will  as- 
sist so  far  as  it  can  in  applying  reasonable  remedies. 

Notwithstanding  this  great  improvement  in  the  physical 
properties  of  the  surface  companies  (made  in  compliance 
with  the  1907  and  subsequent  ordinances),  and  the  improve- 
ment in  service  necessarily  resulting  therefrom,  interpreta- 
tion of  the  figures  presented  shows  that  the  City  of  Chicago 
Three  Essentials  ^o^y  faces  a  problem  in  local  transportation  as  serious  as 

for  the  rehef  cf  ^  ^  pn      • 

increasing  demand   gygp  before  in  its  history.    With  the  surface  railway  traffic  m- 

on  local  transpor-  *' 

tation.  creasing  at  an  increased  rapid  rate,  largely  as  a  result  oi 
the  recent  rehabilitation,  there  are  no  adequate  means  avail- 
able now  for  alleviating  the  increasing  congestion  and  in- 
adequate street  capacity  except  through  (1) — complete  uni- 
fication of  transportation  lines,  segregated  as  far  as  practic- 
able into  short  haul  and  long  haul  traffic  between  surface 
and  rapid  transit  systems  respectively;  (2) — additional 
bridges  and  tunnels,  and  finally  (3)  the  construction  of 
down-town  subways,  terminal  and  storage  facilities.  The  im- 
mediate relief  to  be  found  by  comprehensive  through-routing 
has  already  become  quite  apparent  through  discussion  of 
these  matters  before  the  Committee  on  Local  Transportation. 
Incidentally,  with  reference  to  this  question  of  storage, 
attention  is  directed  to  the  fact  that  the  demand  for  rapid 
Grant  Park  sub-  transit  terminal  facilities  finds  its  most  rational  outlet  under 

surface  vehicle  and  i       •    i  p  j 

subway  terminal  Qrant  Park,  wcst  of  the  Illinois  Central  right-ot-way,  and 
that  this  space  should  be  reserved  for  such  purposes.  There 
exists  ample  sub-surface  space  east  of  the  Illinois  Central 
tracks  which  is  quite  as  suitable  for  street  vehicle  storage, 
and  the  Board  desires  to  place  itself  unmistakably  on  record 
in  the  above  recommendation  as  desiring  to  avoid  immature 
investment  in  such  vehicle  storage  where  it  might  hopelessly 
cripple  plans  for  subway  terminal  storage  which  may  later 
be  found  necessary  and  for  which  this  Park  frontage  space  is 
absolutely  essential. 

It  seems  but  proper  in  this  communication  that  we  should 
call  your  attention  to  statements  made  by  members  of  this 

— 4— 


storage  space. 


Board,  and  by  letters  addressed  to  the  Committee  on  Local 
Transportation,  to  the  effect  that  while  under  the  1907  ordi- 
nances, thisBoardhasamplepowersreffardinsrenoineerinsr  and   Boardhaano 

'  j^       1  o  o       o  o  power  to  initiate 

construction  matters,  as  well  as  the  supervision  of  accounts,  the  service  regulation, 
ordinances  not  only  do  not  give  to  this  Board  the  power  of 
initiating  service  regulation,  but,  further,  the  Board  must 
await  a  request  from  the  City  Council  regarding  any  spe- 
cific operating  condition  before  the  Board  is  authorized  to 
make  recommendations  thereon ;  and  even  then  it  has  no 
power  of  enforcement,  nor  has  it,  under  the  ordinances,  any 
means  of  ascertaining  whether  its  recommendations  have 
been  carried  out  to  the  satisfaction  of  the  City  Council.  And 
it  might  be  further  stated  that  much  of  the  misunderstand- 
ing between  the  Council,  or  the  Committee  on  Local  Transpor- 
tation, and  this  Board,  in  the  past,  has  been  due  to  the  lack 
of  a  satisfactory  system  of  supervision  and  communication 
between  these  bodies.  However,  this  Board  has  attempted  in 
a  general  way  to  familiarize  itself  with  the  action  of  the 
Council  regarding  the  Board's  recommendations  by  having  a 
representative  present  at  the  meetings  of  the  Committee  on 
Local  Transportation,  and  the  members  of  this  Committee  are 
now  endeavoring  to  co-operate  with,  and  keep  the  Board  in- 
formed regarding  such  matters. 

To  remedy  this  condition  and  to  facilitate  prompt  action, 
a  permanent  traffic  force  should  be  organized  for  the  purpose 
of  maintaining  systematic  records  of  changing  conditions  of 
travel   throughout   the   city,    which   method    combined   with  „„  ,. 

*=  _        _  .  Effective  super- 

proper  authorization   by   the   City   Coucil,   should   eliminate  vision— how  to 

S6CUr6  Itfa 

this  existing  anomalous  responsibility  existing  between  the 
Board  of  Supervising  Engineers  and  the  City  Council.  Super- 
vision to  be  effective  must  be  systematic,  continuous,  well 
organized  and  vigilant. 

We  are  not  making  this  suggestion  for  the  purpose  of 
having  further  power  delegated  to  us,  but  for  the  purpose 
of  getting  systematized  the  working  relationship  between 
the  Council  and  this  Board  regarding  street  railway  service, 
so  as  to  secure  the  most  efficient  results. 

In  order  to  facilitate  as  far  as  possible  this  co-ordination 
of  the  work  of  the  Transportation  Committee  and  this  Board, 

.  Board  to  follow  up 

pending  the  establishment  of  an  effective  traffic  force  such  its  recommenda- 

1        •  •      T~.  7        •  tions  and  notify 

as  the  Council  may  see  fit  to  authorize,  this  Board  will  un-  city, 
dertake   to   make   investigations  and   within   30   days   from 
the  date  of  its  recommendations  to  notify  the  Local  Trans- 

—5— 


portation  Committee  whether  such  recommendations  have 
been  carried  out,  so  that  the  committee  may  be  fully  and 
promptly  informed. 

Much  of  the  beneficial  work  eventually  possible,  must  nec- 
essarily be  deferred  until  at  least  unified  operation  of  the 
properties  is  put  into  effect,  if  not  unified  ownership.  Until 
then  the  most  efficient  system  of  through  routing  and  the 
universal  adoption  of  adequate  standards  of  service  already 
established  by  this  Board  will  be  handicapped  and  difficult 
of  execution  without  effective  co-operation  of  City  de- 
partments in  continuing  the  work  of  clearing  the  transit 
thoroughfares  of  existing  obstructions  and  providing  addi- 
tional street  facilities  as  rapidly  as  justified  by  the  develop- 
ment of  traffic.  The  work  of  the  traffic  police  and  especially 
the  mounted  police  has  proven  of  great  value  in  relieving 
traffic  congestion  along  the  heavier  lines,  and  this  work 
should  be  extended  into  other  parts  of  the  City. 

Respectfully  submitted, 

BOARD  OF  SUPERVISING  ENGINEERS, 

By  C^-i,.^^.^yy^.^^/Li^^  ^ 

[J  Chairman. 


—6- 


DETAILED  REPORT 


SCOPE  OF  COUNCIL  INQUIRIES: 

Analysis  of  Council  Order  of  March  11,  1912,  and  sub- 
sequent communications  from  the  Committee  on  Local  Trans- 
portation brings  the  following  matters  under  consideration 
in  this  report : 

Operating-  Schedules: 

Adequacy  of  schedules  for  traffic  conditions. 
Night  schedules. 

Time  allowance  for  running  and  lay-overs. 
Meeting  of  schedules  at  transfer  points. 

Traffic  and  Service: 

Increase  of  passenger  travel. 
Traffic  surveys. 

Establishment  of  service  standards. 
Improvements  now  possible. 

Supervision : 

Inspection  and  supervision. 

Central  dispatching  system. 

Turning  back  of  cars  for  short  running. 

Car  Equipment: 

Cars  available  and  scheduled. 
Necessary  reserve  equipment. 
Equipment  on  order. 
Improvements  in  type. 
Provisions  for  the  future. 

Running-  Speed: 

Method  of  operating  cars. 

Excessive  speeds. 

Electric  switches. 

Elimination  of  unnecessary  stops. 

Obstructions : 

Elimination  of  switch  backs. 

Causes  of  car  delays. 

Vehicle  traffic  and  building  obstructions. 

Railroad  grade  crossings. 

Improved  methods  of  snow  removal. 

—7— 


Routing : 

Through  routes,  downtown  and  outlying  districts. 
Eeturn  loops  for  outside  industrial  district. 
Long  and  short  haul  loops  for  downtown  terminals. 
Distribution  of  cars  on  downtown  streets. 
Necessity  for  additional  entrances  to  loop. 
Additional  trackage  required. 

Bridges  and  Tunnels: 

Determination  of  location  from  traffic  standpoint. 

Unification  of  Operating  Property: 

Connecting  up  balanced  service. 

Standardization  of  equipment  and  operating  methods. 

General  Service  Condition: 

Downtown  terminal  congestion. 
Division  of  traffic  from  loop  district. 
Short  running,  when  permissible. 
Passing  waiting  passengers. 
Discipline. 

Other  Inquiries: 

Progress  of  rehabilitation  and  extensions. 
Prediction  of  future  traffic  earnings  and  investment. 
Capacity  of  Elevated  Eailway  platforms. 
Appraisal  of  railway  property. 
Accounting,  Renewal  fund,  etc. 
Merger  ordinances. 
Rapid  Transit  Subways. 

Reports  and  Investigations: 

In  the  following  list  of  communications  received  from  the 
Local  Transportation  Committee  and  City  officials  and  re- 
plies thereto  by  the  Board  of  Supervising  Engineers  (in  re- 
sponse to  specific  inquiry  or  requests),  there  will  be  found 
numerous  reports  dealing  with  administrative  matters  in 
which  the  general  service  relations  between  the  Companies 
and  the  City  are  involved,  directly  or  indirectly.  In 
these  various  reports,  the  foregoing  subjects  embraced  by  the 
order  of  ^March  11,  1912,  have  generally  been  covered.  In  re- 
sponse to  this  order  and  subsequent  Council  resolutions,  pass- 
enger traffic  and  car  service  have  been  investigated  at  numer- 
ous points  of  congestion,  and  reports  thereon  have  been  pre- 
sented from  time  to  time,  both  written  and  orally,  before  the 
Local  Transportation  Committee. 

— S— 


Communications  from  the  Local  Transportation  Commit- 
tee and  City  officials  and  replies  thereto  or  recommenda- 
tions from  the  Board  of  Supervising  Engineers  are : 

1.     Subjects  directly  relating  to  Service. 

Date  of  Date  of  reply- 
Official  or  recom- 
Inquiry  mendation 

Halsted    street    through    route    and 

O'Neil  street  transfer  point 1-29- '12  2-14-12 

Service  Improvements — Blue  Island 

Ave (3-ll-'12  3-24-12 

Service     Improvements — Lake     and 

Robey  Sts (3-11-12  5-  7-12 

Service  Improvements — 40th  Ave...  (3-11-12  5-16-12 

Report  on  through  route  revision...  4-27-12  5-21-12 

Service   Improvements— Halsted    St.  (5-20-12  6-29-12 

and  Ashland   Ave (5-24-12  6-29-12 

Night    service— 40th    Ave 9-25-12  10-2-12 

Service   and    Equipment — 59th   and 

61st    Sts 1-  9-13  1-22-13 

Statement  of  car  equipment  and  re- 
serve      2-26-13  3-12-13$ 

Night   service— 16th   St 3-5-13  3-19-13 

Switch  backs  and  through  routes...  (5-24-12)  (4-16-13) f 

(311-13)  (416-13) 

Board's  representative  at  meetings.  .  4-24- '13  4-30- '13* 

Measure  of  service  and  car  reserve.  .  3-13-'13  (5-23-'13)t 

Re-routing     and     service — Clybourn 

Ave 516-13  5-27-'13 

Desplaines  street  viaduct — temporary 

routing 5-23-13  6-  4-'13 

12th  and  18th  Sts.  car  service,  re- 
habilitation   Canalport   Ave.,    day 

and  night  service — Lawndale  Ave.  5-  7- '13  5-28- '13 

Headways  and  car  equipment 5-15-'13                         t 

Service  under  1907  ordinance  Stand-  (5-29-'13  6-27-'13t 

ard    (5-29-'13  7-  7-'13 

Revision  of  stopping  points 6-21- '13                        % 

2.     Other  subjects  indirectly  relating  to  Service. 

Weekly  progress  reports — Chicago 
Railways'  cars.  Rehabilitation 
and  extensions  under  1907  ordi- 
nances         5-24-'12        614- '12 

Rehabilitation  program,  1912 7-  1-'12 

Traffic  and  Earnings  Statement....     8-29- '12         8-30- '12 

Traffic     and     Earnings     Statement 

(Mayor)     9-  3-12         9-  9-'12 

*Partly  covered  in  merger  report  5-23-13. 
fin  preparation.     JCovered  herein. 

—9— 


Date  of  Date  of  reply 

Official  or  recom- 

Capital    investment    for    ordinance      Inquiry  mendation 

term   10-30- '12  11-13-'12 

Appraisal  Surburban  Railway 10-31- '12  11-18- '12 

Estimate  Rides  per  capita,  revenue, 

etc l-29-'13  *l-30-'13 

Condition  of  track  59th  and  61st  Sts.     2-  6- '13  2-  7- '13 

Financial     Prediction     for    Surface 

and  Elevated  merger 2-  1-'13  2-18- '13t 

Draft  for  merger  ordinance 2-17- '13  2-18- '13 

Arnold  report  on  Surface  and  Ele- 
vated merger   3-  6- '13 

Accounting  for  Companies'  fines.  ...     3-  5- '13  3-12- '13 

Extension  of  Chicago  Ave.  line  east- 
ward to  Lake  Michigan 3-  5- '13  3-12- '13 

Annual  Rehabilitation  Schedule  1913     2-21- '13  3-26- '13 

Financial     prediction     for     surface 

merger  5-16-'13  5-23- '13 

Capacity  of  Elevated  Railway  plat- 
forms         5-  9-'13  5-28- '13 

Rehabilitation  Canalport  Ave 5-  7- '13  5-28- '13 

Depreciation  in  Power  charge 3-17- '13  f 

Headway    and    equipments   for   all 

routes    5-15- '13  t 

Report  on  subways  under  1907  ordi- 
nance        5-23-'13  t 

Rehabilitation  of  Leavitt  St 5-29- '13  6-  4- '13 

Condition  of  40th  Ave (4-27- '12  6-  4- '13) 

(7-27- '12  6-  4-'13) 

Replacement   of   tracks    on   repaved 

streets    3-  3- '13  6-13- '13 

As  a  result  of  these  recommendations  to  the  City  Council 
regarding  service,  certain  improvements  have  been  put  into 
effect  during  the  past  year,  notably  the  following : 

Halsted   Street — (1)    Rearrangement  of  through   routes, 
extending  No.  13,  formerly  on  Archer  avenue,  South  on  Hal- 
sted to  63rd  street ;  zone  operation ;  changing  No.  18  from 
Madison  street  to  South  Halsted,  a  very  decided  improve- 
O'Neii  street  i^G^it.     (2)  Local  service  of  the  two  companies  formerly  term- 
aboushed-other  inating  at  0 'Neil    street    now    connected    and    operated  as 
improvements,  ti^^ough  routc  scrvice ;  Chicago  Railways  southern  terminus 
extended  South  of  the  River  and  Archer  avenue  to  26th  street, 
abolishing  the  old  transfer  point  at  0  'Neil  street. 

Blue  Island  Avenue — Rush  hour  trippers  loop  back  at 
5th  avenue,  better  to  serve  outer  downtown  zone  of  travel. 

*Covered  in  merger  report  of  5-23'-13. 
(t)  In  Preparation. 

—10— 


Night  car  service  established  on  16th  street  and  40th 
avenue. 

Schedule  Increases  to  June,  1913 — Blue  Island,  Robey, 
40th,  Halsted,  Elston,  Armitage,  12th,  Lincoln,  Western,  Mil- 
waukee, Madison,  Harrison,  Division,  Van  Buren,  Clark, 
Grand,  Chicago  avenue  and  others  representing  17  of  the  im- 
portant lines  upon  which  recommendations  were  made. 

Among  these  changes  may  be  mentioned  the  following  in- 
crease in  scheduled  cars: 

Halsted  street 13  cars  Additional  cars 

.  placed  on  various 

Armitage  avenue   11  cars  lines. 

Madison  street    15  cars 

Chicago  avenue   12  cars 

Milwaukee  avenue   22  cars 

Total  increase — April,  1912,  to  April,  1913 92  cars 

Total  increase  recommended    June    to    September, 

1912    105  cars 

Total  increase — June,  1913,  over  April,  1912 132  cars 

With  all  of  these  improvements,  it  is  apparent,  from  a 
review  of  all  the  records,  that  for  some  reason  the  recom- 
mendations of  this  Board  have  not  been  productive  of  direct  Board's  recom- 
and  adequate  results  in  some  cases.  It  will  be  seen  that  in  always  carried  out. 
April,  1913,  the  schedules  of  the  seventeen  lines  cited  were 
13  cars  short  of  the  recommendations  of  1912  in  spite  of  the 
rapid  growth  of  traffic  in  the  interim;  and  although  at  the 
present  writing  the  schedules  have  been  further  increased, 
this  apparent  margin  is  quite  insufficient  to  meet  the  grow- 
ing traffic,  as  shown  later  in  a  prediction  of  future  equip- 
ment needs. 

This  partial  failure  to  secure  prompt  and  definite  results 
from  the  recommendation  of  the  Board,  may  be  attributed 
largely  to  its  lack  of  direct  power  of  supervision  necessary 
successfully  to  cope  with  this  situation. 

Traffic  and  Service  Records: 

The  statistical  record  for  the  past  three  fiscal  years  is  il- 
luminating  in   its   bearing  upon   the   problem   of   adequate 
service.     During  this  period,  since  1910,  the  total  passenger 
traffic  of  the  principal  Chicago  Companies  has  actually  in-         ^^  ertraffi 
creased  6%  to  8%  per  year  (See  Table  I).  An  additional  10%   increase  since  mo 

'  '     r       ^  ^  '  IS  6%  to  8%  per 

increase  in  the  Chicago  Railways  traffic  resulted  from  the  ab-  y*". 
sorption  of  the   Consolidated  traction   lines.     At  the  same 
time,  the  relative  car  loading  factor  has  likewise  steadily  in- 
creased as  shown  by  the  ratios  of  passengers  per  car  mile  and 
per  car  hour,  i.  e.,  increase  in  passengers  carried  has  been 

—11— 


faster  than  the  ear  miles  operated.  This  may  indicate  either 
or  both  of  two  things;  1st,  better  use  of  equipment,  due  to 
repeated  loading  along  the  route,  or,  2nd,  scarcity  of  equip- 
ment, resulting  in  a  lower  standard  of  service. 

Table  I. 

COMPARATIVE  OPERATING  AND  TRAFFIC  RECORD. 

Chicago  Surface  Traction, 

Fkofll  Ypnr      Chicago        Chicago         Both 
j^iscai  lear     Railways      City  Ry.  Companies 

Per  Cent  Increase,!    ,g^Q  ^Q  ^g^^     18.4  (8.2)*  6.0  13.2 

T?I1,  YeaT'l  '^''  ''  '"''      ''^  ^^''^     ^"^  ^"^ 

Per  Cent  Increasei   1910  to  1911     11.7  3.4  8.3 

in  Car  Mileage.  .  J    1911  to  1912      3.5  5.2  4.2 

tTotal    Passengers^  JQIO  ^.56  9.267  9.40 

r>„^  i\/r;i.f  >   1911         9.94     9.572    9.85 

1912        10.28     9.58    10.01 

1910        77.85    87.91    79.4 


per  Car  Mile .  . .  j 

tTotal    Passengers!    JgJ^  '^^'H         ^'Ij         gfj 

per  Car  Hour.  .  .J    iq.o  Q9  40  Sftsn         SQ  Q 


,.     ^    1910  8.19  8.84  8.50 

Average  Operatmg     ^^^^  g  79  g  93  g  74 

bpeed,  m.  p.  h. . .  J    ^9^2  8.98  9.0  8.99 

The  most  conclusive  evidence  is  offered  by  the  results 
of  traffic  counts  of  passengers  leaving  the  doivntotv7i  district 
during  the  evening  rush  hour.  (See  Table  II.)  The  1907 
and  1911  counts  concern  the  "loop"  district  traffic  only, 
those  of  1912,  the  mile  zone  only ;  hence  these  are  not  directly 
comparable. 

These  observations  indicate  that  the  rush  hour  "loop" 
travel  outbound  has  increased  from  61,000  to  67,000  passen- 
gers (1907  to  1911)  and  for  the  mile  zone  has  reached  as 
high  as  83,000  passengers  per  hour  (1912)  for  only  fifty- 
two  out  of  sixty-eight  lines.  The  average  load  per  car  was 
"irj-'and'-miS  sixty-two  passcugcrs  (1911)  for  the  "loop,"  and,  for  the 
zone"  travel,  j^jjg  zone,  eiglity-seven  passengers  (1912),  this  average  load 
rising  as  high  as  ninety-eight  passengers  per  car  during  the 
heaviest  ten  minute  period  (5:40  to  5:50  P.  M.).  Or  con- 
sidered on  a  basis  of  relative  loading  as  compared  with  seat- 
ing capacity,  the  loading  in  the  "loop"  district  increased 
from  1.4  to  1.6  passengers  per  seat  (1907  to  1911),  while  for 
the  mile  zone  the  average  (1912)  reached  2.12  passengers  per 
seat. 


*Lines  of  the  Chicago  Consolidated  Traction  within  the  city  taken  over 
Dec.  28,  1910,  and  resulted  in  10%  increase  in  Chicago  Railways  Traffic. 

fTotal  passengers  includes  transfers;  car   miles  refers  to  revenue  only. 

—12— 


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Traffic  increase 


These  results  clearly  indicate  that  there  is  no  net  improve- 
ment in  service  standard,  as  measured  by  the  ratio  of  seats 
to  passengers  carried,  due  to  the  fact  that  the  increase  of 
traffic  has  exceeded  the  capacity  of  the  greatly  improved 
facilities  which  have  been  provided  under  the  1907  ordinances ; 
hence  the  present  situation  manifestly  calls  for  immediate 
and  comprehensive  treatment  along  the  broadest  possible  lines, 
as  indicated  in  the  following  pages, 
excee^^s^capaa^ty  j^  order  to  arrive  at  a  definite  understanding  or  measure 
of  adequate  service,  a  tentative  standard  of  service  has  been 
established,  in  which  the  various  Board  representatives  have 
practically  concurred  for  the  purposes  of  a  unified*  property. 
It  represents  as  high  a  standard  of  service  as  may  reasonably 
be  imposed  under  present  rate  of  fares  and  existing  methods 
of  surface  transit. 

In  concrete  figures,  this  standard  provides  for  as  many 

seats  as  passengers  during  any  fifteen-minute  period  of  the 

non-rush  hours,  and  an  average  of  not  over  seventy  passengers 

per   standard,    double-truck    car    during    any   thirty-minute 

-    .     .    ^    ^   period  of  the  rush  hours — this  standard  to  be  applied  to  all 

Service  standard    ^  . 

on  a  basis  of  aualvscs  of  service  of  the  unified  properties  as  a  basis  of 

unified  properties.  ''  j  sr      r 

reeommendation  regarding  future  schedules  and  equipment. 

But  it  must  be  clearly  stated  that  under  present  condi- 
tions of  independent  operation  and  existing  street  congestion, 
this  standard  cannot  yet  be  universally  applied,  especially 
in  the  "loop  district,"  owing  to  the  physical  limitations  of 
existing  track  capacity.  In  such  cases,  it  is  the  practice  of 
this  Board,  in  its  recommendations,  to  limit  the  individual 
car  loads  to  the  "comfortable  maximum"  of  eighty  pa^en- 
gers  per  car,  as  hereinafter  mentioned  under  "Equipment," 
so  far  as  these  limitations  necessitate. 

Car  Equipment: 

At  the  present  writing,  the  entire  consignment  of  215 
new  standard  cars  for  the  Chicago  Railways  Company  and 
125  "near-side"  cars  for  the  Chicago  City  Railway  Company 
are  in  regular  service.  The  Chicago  City  Railway  Company 
will  purchase  fifty  or  more  new  cars  during  the  present  year, 
«n  „«™  „,«.  ,^,„  and  contracts  for  200  new  cars  for  fall  delivery  have  been 
vided  for  durir^  placed  by  the  Chicago  Railways  Company. 

These  Chicago  Railways'  cars  will  embody  some  modifica- 

*This  unified  plan  was  presented   to  the  Council  May  23,  1913,  in  the 
merger  reorganization  study. 

—14— 


tions  over  previous  types.  The  outside  dimensions  neces- 
sarily conform  to  the  standards  previously  adopted  with  re- 
gard to  the  end  and  side  clearances  on  curves.  Thus,  the 
car  will  be  forty-eight  feet  five  inches  in  length  over  bumpers 
with  platform  eight  feet  in  length,  giving  an  unrestricted  en- 
trance passageway  of  about  forty  inches,  thus  insuring  very 
rapid  loading. 

In  the  endeavor  to  secure  a  lower  entrance  and  exit  step, 
the  diameters  of  the  driving  wheels  are  reduced  to  32  inches 
and  the  car  floor  is  slightly  inclined,  resulting  in  step  heights 
as  follows,  all  referring  to  a  new  car,  empty: 

Ground  to  first  step,  approximately I21/2"  Reduction  in 

First  step  to  platform  step 11"  height  of  steps  to 

4.         4.  a  in"  facilitate  loading. 

Platform  step  to  car  floor 10 

This  reduction  not  only  increases  the  comfort  of  passen- 
gers, but  considerably  accelerates  loading.  Furthermore,  as 
wear  takes  place  and  the  diameter  of  the  wheels  is  reduced, 
the  height  of  the  first  step  will  be  lowered  still  further  to  a 
maximum  of  one  inch,  making  the  minimum  possible  height 
of  thei  first  step  eleven  and  one-half  inches  and  an  average 
height  of  twelve  inches.  With  this  improvement,  it  is  ex- 
pected that  even  faster  loading  than  at  present  will  be  pos- 
sible— less  than  one  second  per  passenger  for  ordinary  groups 
up  to  ten  or  twelve  passengers. 

The  front  exit  step  will  be  raised  automatically  by  the 
closing  of  the  door  as  the  car  starts,  which  will  tend  to  reduce 
accidents  by  entirely  preventing  "hitching  on."  At  present, 
all  cars  are  not  equipped  with  automatic  steps. 

Much  study  has  been  given  to  the  weight  of  the  car  in 
order  to  effect  the  greatest  practicable  reduction  so  as  to 
reduce  also  both  motor  capacity  and  power  consumption,  as 

.  .       Weight  of  new  cars 

well  as  noise  and  the  cost  of  track  maintenance.    This  car  is  reduced  about  30% 

and  cross  seating 

about  thirty  per  cent  lighter  than  the  present  standard  cars  space  increased, 
of  the  largest  type.  It  will  seat  forty-eight  passengers  in  the 
car  body  with  five  additional  seats  on  the  front  platform,  and 
while  having  a  maximum  comfortable  capacity  of  eighty-two 
passengers,  it  will  be  able  to  carry  132  passengers  in  an 
emergency  without  intolerable  overcrowding.  Over  two-thirds 
of  the  entire  seating  capacity  is  in  cross  seats. 

A  new  type  of  motor  control  will  be  used,  termed  "field 
control,"  which  in  effect  provides  two  different  gear  ratios;  New  type  of  motor 
one  a  low  gear  for  assistance  through  the  congested  districts  octroi. 
of  the  City,  where  numerous  stops  and  heavy  duty  are  re- 

—15— 


quired,  and  the  other  for  out-lying  sections,  where  stops  are 
few  and  higher  average  speed  is  possible.  This  is  accom- 
plished entirely  through  the  electrical  connections,  resulting 
also  in  a  considerable  saving  in  power. 

Thermostatic  regulators  for  the  automatic  control  of  car 
heating,  independent  of  the  atmospheric  temperature  out- 
side, will  further  economize  the  power  requirements  for  heat- 
ing, which  are  very  heavy  during  the  winter  months,  averag- 
ing as  much  as  fifteen  per  cent  of  the  actual  net  power  re- 
Heating  and  quirements  of  the  car  for  traction.  With  motor  driven 
ventilating  fans,  this  equipment  is  expected  to  meet  the 
ordinance  requirements  regarding  ventilation. 

Scheduled  Equipment: 

Relative  conditions  of  past  and  present,  with  respect  to 
equipment  actually  in  service  (not  including  reserve)  may 
be  seen  from  the  following  data  representing  cars  scheduled 
for  periods  approximately  one  year  apart.     Table  III : 


ventildting. 


-16— 


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Schedule  of  car 
eqviipment 
since  1907. 


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-17— 


There  should  be  noted  here  the  rapid  replacement  of 
single  truck  by  double  truck  standard  equipments. 

These  data  indicate  that,  except  for  temporary  fluctu^a- 
tion  in  schedules  necessary  to  meet  variable  traffic  con- 
ditions from  month  to  month,  the  basic  schedules  operated 
by  the  two  principal  companies  have  called  for  a  continual 
Continuannwease  increase  in  equipment.  Considering  the  gradually  increasing 
capacity  factor  of  equipment  due  to  improved  operating 
conditions,  the  higher  average  speed  and  the  substitution 
of  large  double  truck  for  small  single  truck  cars,  the 
effective  increase  in  schedules  is  considerabl}^  greater  than 
here  indicated.  However,  this  measure  of  service  is  in- 
dicative rather  than  exact  and  the  final  determination  rests 
entirely  upon  the  results  of  detailed  traffic  counts  referred 
to  previously. 

On  February  27  1913,  the  net  reserve  equipment  avail- 
able for  winter  operation  by  all  companies — information 
requested  by  Chairman  Block,  February  26,  1913 — was  as 
follows,   exclusive  of  all  extra  cars  in  shops  for  repairs : 

Table  IV. 
NET  RESERVE  EQUIPMENT. 

Chicago  Surface  Traction. 

p,i  .  Chicago  Calumet 

i^?S?o                City  Both  and  South 

^llZ^^fr  Railway  Companies       Chicago 

Company  Company  Ry.  Co. 

In  Operative  Condition: 

D.  T 1,586  957  2,543  92 

S.  T 75  274  349  20 

Total    ....1,661  1,231  2,892  112 

Net  Reserve: 

D.  T 60  57  117  14 

S.  T 28  111  139  3 

Total   ....      88  168  256  17 

Per  Cent  Reserve: 

D.  T 3.78  5.95  4.60  15.2 

S.  T 37.40  40.5  39.82  15.0 

Total   ....   5.30  13.65  8.85  15.2 

Adequacy  of  reserve         ^he  adequacy  of  reserve  is  largely  dependent  upon  the 

^^d'nt^'^^onre^u-  regularity   with  which   additional   equipment   is   provided. 

larity  of  purcha^s^e   rpj^^  compauics  usually  prefer  to  order  a  large  number  of 

cars  at  a  time  in  order  to  reduce  the  price  per  car.     But 

—18— 


if  the  reserve  equipment  on  hand  at  the  time  of  placing  the 
order  is  too  low,  this  method  leaves  a  long  period  unpro- 
vided for,  during  which  time  the  reserve  cars  are  absorbed 
by  the  growth  of  traffic  and  a  car  shortage  then  occurs 
before  delivery  of  the  new  cars  begins.  On  this  plan  of 
ordering  cars,  a  greater  reserve  is  necessary  to  meet  in- 
creasing schedules  than  if  cars  are  added  month  by  month. 
Generally  speaking  for  surface  railways,  a  total  reserve 
of  from  7%  to  10%  should  be  provided  according  to  fre- 
quency of  additions.  And  with  car  houses  as  well  dis- 
tributed as  in  Chicago,  from  3%  to  5%  will  be  required  as 
net  reserve  only,  i.  e.,  exclusive  of  all  equipment  undergoing 
repair,  painting  or  other  overhauling  in  the  car  shops. 
"While  the  present  net  reserve  in  single  truck  equipment  is 
ample,  that  of  the  double  truck  equipment  will  be  somewhat 
improved  by  the  additional  equipment  now  on  order. 


Additional  Equipment: 

The  car  requirements  of  both  present  and  future  have  ^a^MQu^rel^ents!* 
already  been  determined  by  this  Board  in  connection  with 
the  re-organization  merger  plan  for  Surface  lines  and  pre- 
sented to  the  Council,  May  24,  1913.  In  this  analysis,  the 
actual  car  shortage  of  the  operating  schedules  of  1912 
was  determined  from  traffic  counts  on  most  of  the  heavier 
lines.  Assuming  this  shortage  to  have  been  made  up  at  that 
time,  the  future  equipment  requirements  were  then  propor- 
tioned to  the  estimated  growth  in  passenger  traffic. 

Three  service  standards  are  considered  in  this  estimate :  fec'^mmdelf'^^d 

1st.  A  maximum  of  70  passengers  per  40-seat  car  during 
any  30-minute  rush  hour  period. 

2nd.  A  maximum  of  80  passengers  per  car  under  the 
same  conditions. 

3rd.  A  maximum  of  80  passengers  per  car  for  the  max- 
imum 30-minute  and  70  for  the  remaining  30  minutes  of  the 
rush  hour  periods. 

The  first  named  standard  was  recommended  on  the  above 
date  by  the  majority  of  the  Board  under  the  assumption  of 
complete  through  routing  and  zone  operation  in  the  out- 
lying residence  territory  contingent  upon  unified  manage- 
ment of  the  properties.  The  second  represents  a  so-called 
maximum  comfortable  loading,  which  ought  not  to  be  ex- 
ceeded at  the  present  time  even  in  the  absence  of  unified 
management.    The  third  represents  a  compromise  standard, 

—19— 


how  determined. 


Car  requirements 

for  the  next 

five  years. 


Effect  of  unifica- 
tion and  re-routing 
on  service. 


80/70 

80/80 

199 

78 

139  338  134 

145 

138 

149 

142 

153 

146 

158 

151 

162 

155 

166 

159 

170 

164 

Compromise  service 

standard  should 

govern  now. 


the  necessary  equipment  for  which  ought  to  be  provided  in  the 
near  future.    On  these  bases,  the  results  are  as  follows : 

Program  of  Equipment  Addition. 

Not  including-  reserve. 

Item    70/70 

Shortage  of 1912  341 

Additional  equipment  1913  147     448     139     338     134     212 

Additional  equipment  1914  152 

Additional  equipment  1915  156 

Additional  equipment  1916  161 

Additional  equipment  1917  166 

Additional  equipment  1918  171 

Additional  equipment  1919  175 

Additional  equipment  1920  179 

These  represent  net  operating  ears  (without  reserve)  to 
which  from  7%  to  10%  should  be  added  (according  to  the 
uniformity  with  which  new  cars  are  purchased)  to  allow 
for  car  house  emergency  reserve  and  equipment  temporarily 
withdrawn  from  service  for  repairs  and  overhauling. 

It  thus  appears  that  on  this  compromise  basis,  the  actual 
requirements  for  the  next  five  years  will  increase,  in  round 
numbers,  from  140  to  160  cars  per  year,  not  including  this 
reserve  nor  the  shortage  of  about  200  cars  in  1912,  which 
has  not  yet  been  made  up. 

It  is  unquestionable  that  with  complete  unification  and 
re-routing  of  the  system  so  much  more  effective  use  of  cars 
would  be  possible  as  to  provide  a  large  increase  in  actual 
service  rendered  for  the  same  amount  of  equipment  operated, 
as  compared  with  the  present  time ;  i.  e.,  that  relatively 
speaking  a  large  saving  in  cars  for  the  same  service  would 
result  together  with  correspondingly  decreased  street  con- 
gestion. The  exact  saving  can  only  be  determined  by  the 
working  out  of  a  complete  operating  plan  for  the  proposed 
unified  and  through  routed  system,  which  analysis  is  now 
under  way. 

But  now  that  the  unification  of  the  properties  has  tem- 
porarily been  deferred,  considerable  new  equipment  is  re- 
quired to  absorb  the  present  shortage  and  to  meet  the  needs 
of  the  immediate  future.  For  this  purpose  the  compromise 
service  standard  previously  discussed  (80  passengers,  max- 
imum 30-minute  period)  represents  the  minimum  that  should 
now  be  considered.     In  addition  to  the  200  new  cars  on 


-20— 


order  by  the  Chicago  Railway's  Company,  the  Chicago  City 
Railway  Company,  to  meet  immediate  necessities,  will  order 
50  new  cars,  which  number  may  be  increased.  This  total 
new  equipment  will  only  suffice  to  absorb  the  shortage  of 
1912  and  the  growth  up  to  the  present  time  (although  com- 
plete deliveries  can  hardly  be  expected  until  the  close  of  the 
present  year)  and  not  to  meet  the  growth  of  traffic  as  herein 
estimated,  which  rate  has  purposely  been  made  conservative 
and  therefore  probably  represents  a  minimum. 

The  question  of  the  disposition  of  additional  rush  hour 
equipment,  which  is  constantly  arising,  is  discussed  under 
"Return  Loops  and  Additional  Trackage." 

Through  Routes: 

This  subject  has  been  discussed  extensively  by  members 
of  this  Board  in  written  communications  to  and  orally  before 
the  Committee  on  Local  Transportation,  and  recommendations 
have  been  made  for  changes  designed  to  improve  the  use-   subject  of  through 

.  routes  extensively 

fulness  of  through  route  service.     Later,  followed  the  re-  discussed  by  the 

board;  unified 

vision  ordinance  of  July  15th,  1912.  operation  vital 

.  factor. 

All  of  the  through  routes,  designated  in  this  ordinance, 
are  being  operated  strictly  in  accordance  therewith  with  the 
exception  of  five  (1,  3,  6,  9,  23)  which  are  also  in  operation 
but  are  permitted  alternative  routing  or  temporary  terminals 
to  be  later  extended  further  into  outlying  territory.  A  full 
compliance  with  the  through  routing  features  of  the  ordi- 
nances has  been  the  subject  of  several  communications  di- 
rected to  the  companies  by  this  Board  within  the  past 
few  months. 

One  of  these  routes.  No.  3,  originally  diverted  because 
of  special  work  was  permitted,  by  the  ordinance,  an  alter- 
native routing  via  Kinzie,  State  and  Lake  streets  with  the 
understanding  that  if  this  routing  should  not  appear  satis- 
factory, the  original  ordinance  route  through  the  LaSalle 
street  tunnel  would  be  substituted. 

Obviously  the  fullest  use  of  the  advantages  of  the 
through  routing  plan  cannot  be  realized  until  unified  opera- 
tion of  the  properties  is  brought  about,  upon  which  problem, 
at  the  request  of  the  Local  Transportation  Committee,  the 
Board  has  been  working  for  some  time  past;  for  there  are 
practical  difficulties  in  the  establishment  of  complete 
through  route  service  under  divisional  operation  that  the 
companies  do  not  seem  as  yet  able  to  remove.  Some  of 
these  difficulties,  particularly  where  unbalanced  conditions 

—21— 


of  travel  predominate,  may  be  illustrated  by  comparative 
operating  results  for  the  past  fiscal  year  of  some  through 
routes  affected  by  the  modification  of  the  ordinance  of 
July  15th,  1912 : 

Through  Route  No.  1:  (8  min.  headway)— South  end 
routed  via  Cottage  Grove  avenue  instead  of  Indiana — has  de- 
creased in  earnings  per  car  mile  over  10%,  mostly  in  the  City 
Railway  division. 

Through  Route  No.  6:  (18  min.  to  12  min.  headway)— 
North  end  changed  from  Armitage  to  Milwaukee  avenue 
and  extended  therein  3I/2  miles.  As  Milwaukee  avenue  is  fair- 
ly well  settled  throughout,  the  effect  of  the  extension  in  dilut- 
ing earnings  is  negligible  while  the  re-routing  and  decrease 
in  headway  from  18  to  12  minutes  during  the  last  four 
months  have  increased  the  earnings  per  mile  nearly  11%, 
entirely  in  the  City  Railway  division.  The  elimination  of 
old  through  routes  Nos.  5,  16  and  19  from  State  street  may 
have  some  bearing  upon  this  increase. 

Through  Route  No.  11:  (12  min.  to  27  min.  headway) — 
Extending  both  on  North  Clark  street  and  Ogden  avenue 
4.7  miles.  Total  earnings  per  car  mile  have  decreased  29%. 
The  headway  was  increased  to  27  minutes  in  the  middle  of 
the  year,  and  at  the  present  time  the  route  hardly  pays 
operating  expenses. 

Through  Route  No.  14;  (25  min.  to  20  min.  headway) — 
Extended  a  small  amount,  1.46  miles.  The  increase  in 
service  and  extension  along  12th  street  has  nearly  doubled 
the  traffic  with  an  increase  in  earning  capaciy  per  car  mile 
of  28%  above  the  level  one  year  ago,  which  was  just  about 
equal  to  the  operating  expense  exclusive  of  the  fixed  charges. 

Through  Route  No.  17:  (15  min.  headway) — Extended 
from  Belmont  avenue  North  to  Elston  and  Kedzie  to  Lawrence 
avenue.  The  route  now  performs  more  directly  the  function 
of  a  Kedzie  avenue  through  route  by  relieving  the  transfer 
traffic  from  and  to  Western  avenue  and  its  earnings  per 
car  mile  have  increased  nearly  25%,  entirely  in  Chicago 
Railways  division. 

Long  headway         The  results  gcuerallv  indicate  that  through  routes  are 

renders  through  o  .  o 

route  useless,  extremely  sensitive  to  changes  in  location,  but  when  prop- 
erly routed,  respond  quickly  to  the  increase  in  service  and 
that,  with  a  headway  longer  than  10  or  15  minutes,  the 
route  is  practically  useless  for  through  route  purposes,  espe- 
cially when  operating  on  streets  giving  quicker  local  service 
with  transfers.  Thus  many  of  these  through  routed  cars 
become  inconvenient  for  other  than  local  service  and  the 
fundamental  purposes  of  the  through  route  plan  are  only 
partially  fulfilled.    Under  unified  operation  the  unbalancing 

—22— 


of  traffic  and  earnings  that  now  concerns  the  companies  in 
every  proposed  change  will  disappear. 

Direct  Routing: 

The  Council  order  observes  the  desirability  of  more  direct 
routing,  so  as  to  avoid  bringing  traffic  into  the  downtown 
district    unnecessarily.      This    is    in    full    accord    with    the 

Eliminate  unnec- 

policy  of  this  Board  which  has  been  to  extend  this  plan  of  essary  traffic  in 

.  .  downtown 

operation  as  rapidly  as  possible,  utilizing  the  transfer  priv-  district, 
ilege  to  avoid  needless  downtown  congestion.  At  the  pres- 
ent time  in  addition  to  the  through  routes  traversing  the 
loop  district,  direct  through  service  is  operating  on  the  fol- 
lowing important  thoroughfares  outside  of  the  business  dis- 
trict, approximately  one  mile  apart: 

Halsted  Street.  Western  Avenue. 

Morgan-Center  Streets.  Kedzie  Avenue. 

Southport-Ashland.  40th  Avenue. 

Return  Loops: 

It  has  been  the  practice  for  some  time,  in  order  to  serve 
more  directly  the  industrial  districts  surrounding  the  down-  Looping  of  trippers 
town  "Loop  District,"  to  loop  back  a  certain  portion  of  the  ^^t^ct  *^'  ''°°^" 
rush  hour  extra  cars  or  "trippers"  .just  outside  of  the 
"Loop,"  to  that  extent  avoiding  needless  congestion  therein. 
This  Board  has  advocated  increasing  this  special  rush 
hour  service,  but  without  interfering  with  the  established 
termini  or  routing  of  the  regular  through  cars. 

Prior  to  the  order  of  March  11,  1912,  certain  of  the 
heavier  lines,  such  as  on  Madison  street,  Armitage  and  Mil- 
waukee avenues,  were  looped  back  in  this  manner.  The  last 
named  lines  then  turned  at  the  intersection  of  Clinton  and 
Randolph  streets,  but  later  the  short  line  to  a  terminal  was  ex- 
tended south  to  Harrison  street,  as  now  operated  upon  recom- 
mendation by  the  Board.  This  change  has  resulted  in  unmis- 
takable improvement. 

At  the  present  time  West  Side  trippers  (Blue  Island- 
Madison)  loop  back  at  5th  avenue  and  La  Salle  street 
respectively,  in  both  morning  and  evening  rush  hours;  the 
Northwest  lines  (Milwaukee,  Armitage)  loop  at  Clinton  and 
Harrison;  the  North  Side  lines  (Lincoln,  Clark,  Evanston) 
loop  back  at  Kinzie  street  during  the  evening  rush  hours ; 
and  the  South  Side  lines  similarly  loop  at  Harrison  street 
during  the  evening,  and  in  emergencies  during  the  morning 
rush  hours. 

—23— 


Additional  Trackag-e: 

An  analysis  of  the  disposition  of  additional  cars  recom- 
mended indicates  that  about  86%  of  them  should  reach  the 
mile  zone  business  district  during  the  rush  hours  on  the 
present  basis  of  operation.  This  means  that  in  the  absence 
of  universal  through  routing  track  facilities  must  be  found 
for  accommodating  about  265  additional  cars  on  the  70/70 
standard  or  170  cars  on  the  80/70  standard  equivalent  to 
"w1ySrl?i^;  ^^%  increase  in  the  existing  loop  service.  It  is  idle  to 
\VdSTuars'  consider  the  addition  of  all  this  equipment  to  the  present 
tracks  in  the  center  of  the  loop,  unless  a  subway  is  pro- 
vided, for  the  present  surface  tracks  have  neither  the  re- 
quired capacity  nor  freedom  from  traffic  obstructions.  How- 
ever, the  expansion  of  the  return  loop  (or  short  run  trip- 
per) service  to  meet  these  conditions  is  entirely  feasible  and 
represents  the  only  possible  method  of  relieving  the  loop 
district  prior  to  the  construction  of  subways. 

At  the  present  time  over  957o  of  the  total  rush  hour 
equipment  entering  the  mile  zone  also  traverses  the  inner 
loop  district.  But,  from  the  foregoing  results  of  com- 
parative traffic  counts  it  develops  that  at  least  25  %i  of  the 
total  evening  rush-hour  passenger  travel  from  the  downtown 
district  originates  somewhere  in  the  district  between  the 
inner  loop  and  the  outer  or  mile  zone ;  in  other  words,  the 

Mile  zone  traflBc  . 

higher  than  total  traffic  leavmg  the  mile  zone  is  fully  one-third  higher 

inner  loop.  ./  o 

than  that  of  the  inner  loop  only.  This  fact  is  reflected 
in  an  average  car  loading  about  one-third  higher  at  the 
boundaries  of  the  mile  zone  than  those  at  the  loop  zone. 
These  conditions  clearly  indicate  that  much  additional  ser- 
vice should  and  can  be  given  in  the  outer  loop  zone  where 
it  is  needed  without  increasing  track  congestion  of  the  inner 
loop  or  otherwise  affecting  the  service  therein. 

For  these  return  loops  certain  curves  and  track  con- 
nections are  absolutely  essential  and  the  companies  have 
endeavored  for  some  time  past  to  secure  the  necessary 
trackage  rights  but  without  success,  owing  to  the  obstruc- 
mock'addirional  tions  iuterposcd  by  certain  property  owners  who  withheld 
track  facilities,  property  consents  in  order  to  permit  freer  use  of  the  streets 
for  delivery  purposes.  In  this  matter,  the  Board  again 
emphasizes  its  former  request  that  the  Council  take  steps 
to  remove  the  restrictions  placed  upon  such  extensions  of 
trackage   as   are   manifestly  needed,   especially  when   such 

—24— 


necessity  has  been  certified  to  by  this  Board,  as  in  the  fol- 
lowing examples: 

On  Franklin  Street — Washington  to  Lake  streets,  double 
track  with  connecting  curves  at  Washington,  Randolph  and 
Lake  streets,  to  permit  return  loops  for  Milwaukee,  Grand, 
Lake,  Madison  and  other  lines.  This  Board  has  caused 
the  posts  of  the  elevated  loop  structure  to  be  relocated  so 
as  to  permit  these  track  connections. 

Van  Buren  Street — Similar  return  loops  for  tlie  Wabash 
avenue  and  State  street  lines  of  the  South  Side  system  should 
be  installed  in  Van  Buren  street,  in  addition  to  that  at  Harri-  New  loops 
son  street.  The  Van  Buren  street  loop  particularly,  while  ^®"^^^*''y- 
somewhat  limited  in  capacity  by  the  obstruction  of  the  elevated 
columns,  reaches  one  of  the  most  important  centers  of  originat- 
ing travel. 

For  the  present  single  track  loops  will  probably  suffice. 
These  return  loops,  in  addition  to  those  now  operating  in 
Kinzie,  Clinton  and  Harrison  streets,  wall  then  absorb  the 
surplusage  of  rush  hour  equipment  w^iich  the  loop  district 
tracks  cannot  accommodate. 

Operating  Schedules  and  Supervision: 

Numerous  traffic  investigations  have  developed  improve- 
ments in  schedules  in  many  instances  and  a  nearer  approach 
to  the  Board's  standard  of  service  as  far  as  the  available 
equipment  and  present  track  capacities  would  permit.  The 
running  time  and  terminal  "lay  over"  time  allowed  upon  ^'^d'ufeT Ind *^ 
various  lines  have  been  adjusted  by  the  Companies  from  time  ™°"*°  °  °^- 
to  time  where  found  to  be  too  high  or  too  low.  However, 
still  further  improvements  where  needed  are  under  con- 
sideration by  this  Board,  including  recommendations  for 
the  adoption  of  more  suitable  schedules  during  the  day 
when  stops  are  less  frequent  than  during  the  rush  hours  and 
consequently  better  average  running  time  can  be  made  with- 
out excessive  maximum  speeds. 

The  existing  system  of  supervision  throughout  the  City 
provides  means  of  telephone  communication  between  head- 
quarters and  important  traffic  points  along  the  line,  so  that  ^^  ervisionb 
delavs  due  to  congestion  or  other  causes  may  be  handled  most  telephone  com- 

"  o  *'  munication  witn 

expeditiously.     This  supervision  introduces  into  a  fixed  sys-  traffic  points, 
tem  of  time  points  the  desired  flexibility  necessary  to  cope 
with  emergencies;  i.  e.,  it  provides  a  means  of  local  adjust- 

—25— 


ment  along  important  trunk  lines  to  meet  actual  traffic  con- 
ditions, where  an  elaborate  and  rigid  system  of  time  points 
would  fail  in  its  purpose. 

The  time  point  system  becomes  less  and  less  effective  as 
numerous  foreign  or  feeder  lines  are  switched  into  a  main 
trunk  line  owing  to  the  unavoidable  interference  in  schedules ; 
on  the  other  hand,  it  is  ideally  suited  to  individual  trunk 
Segregation  of  line  Operation  on  the  zone  system.  This  principle  is  recog- 
and*feeder  lines,  uized  by  this  Board  in  its  recommendations  for  the  segrega- 
tion of  car  traffic  into  trunk  lines  and  feeder  lines,  thus  mak- 
ing best  use  of  both  the  main  thoroughfares  and  the  transfer 
privileges  throughout  the  City. 

In  line  with  improved  methods  of  supervision,  the  com- 
panies' attention  has  been  directed  and  efforts  have  been 
made  by  them  to  eliminate  the  practice  of  passing  by  passen- 
gers waiting  on  the  street  to  board  cars,  with  good  results. 
Manifestly,  this  is  largely  a  matter  of  discipline,  and  cannot 
be  detected  in  the  usual  traffic  counts. 

"Owl"  Service: 

At  the  present  time  every  trunk  line  in  the  City  of  Chicago 
has  all-night  service,  the  more  important,  such  as  Cottage 
Grove  avenue — with  a  headway  as  low  as  seven  and  one-half 
minutes.  "Owl"  service  headway  throughout  the  City  has 
improTed.  ^^ecu  improved  within  the  past  year,  and  schedules  have  been 
adjusted  so  that  "owl"  cars  will  meet  as  far  as  possible  to 
facilitate  transfers  at  the  more  important  points.  Universal 
meeting  of  schedules  at  all  intersecting  points  is,  of  course, 
impossible  under  reasonable  operating  conditions. 

Running  Speed: 

Better  supervision  has  resulted  in  the  elimination  of 
much  of  the  erratic  running,  especially  at  high  rates  of  speed, 
that  frequently  have  been  complained  of.  While  occasional 
excess  speed  may  be  encountered,  due  to  carelessness,  this 
can  never  be  wholly  eradicated,  as  it  necessarily  involves  the 
personal  equation  of  motormen. 

It  is  the  opinion  of  this  Board  that  the  shortest  practicable 

average  running  time  consistent  with  safety  of  pedestrians 

and  comfort  of  patrons  is  justifiable  as  the  best  means  of 

^Improved  ta^^  Securing  the  rapid  transit  desired  and  the  best  use  of  the 

sections,  equipment;    and    in    its    consideration    of    equipment    and 

—26— 


Night  car  service 


schedules,  a  gear  ratio  has  been  used  so  that  reasonably  rapid 
acceleration  may  be  obtained  while  maximum  speeds  are 
definitely  limited. 

During  the  past  three  years  the  average  car  speed  has  in- 
creased from  8.50  m.  p.  h.  (year  ending  January  31,  1911) 
to  8.99  m.  p.  h.  (year  ending  January  31,  1913),  that  is,  the 
entire  City  of  Chicago  is  now  operating  on  practically  a 
schedule  of  9.0  m.  p.  h.  This  increase  is  the  result  of  im- 
proved operating  conditions  due  to  track  rehabilitation,  com- 
pletion of  river  tunnels  and  extensions  into  outlying  dis- 
tricts. Thus,  the  schedule  of  Western  avenue,  a  line  wholly 
outside  of  the  business  district,  has  increased  from  8.65  to 
9.2  miles  per  hour  within  three  years ;  and  could  be  increased 
still  further  by  eliminating  delays;  Milwaukee  avenue  from 
7.51  to  9.33  miles  per  hour  within  four  years,  due  to  rehabili- 
tation and  extension ;  Lincoln  avenue,  from  8.01  to  10.07  miles 
per  hour  in  three  years,  due  to  rehabilitation.  The  schedules 
of  the  more  rapid  North  Side  lines,  such  as  Clark  street  and 
Evanston  avenue,  have  remained  during  the  past  year  at 
about  10  miles  per  hour;  likewise  Cottage  Grove  and  In- 
diana, on  the  South  Side,  from  9  to  9i/^  miles  per  hour.  increased  schedule 

speed  benefits 

It  seems  proper  to  emphasize  here  that  increased  schedule  p**™"^- 
speed  does  not  necessarily  mean  increased  maximum  speed, 
but  rather  reflects  the  results  of  more  efficient  operation, 
elimination  of  unnecessary  delays  and  a  better  condition  of 
physical  property.  This  represents  clear  gain  to  the  patron. 
Much  of  the  recent  improvement  has  resulted  from  investiga- 
tions by  the  companies  of  prompt  and  efficient  acceleration 
and  braking  to  minimize  the  effects  of  the  numerous  stops 
on  schedule  speed.  As  a  result  both  have  been  improved  with- 
in limits  of  comfort  and  safety  of  passengers. 

Short  Running: 

The  turning  back  of  cars  at  points  short  of  the  official 
terminus  is  not  permitted  by  the  traction  companies,  except 
under  conditions  of  extreme  delay,  when  another  car  follows 
within  a  reasonable  distance — one  block — which  can  accom- 
modate these  delayed  passengers  to  the  end  of  the  regular 
route.  This  turn-back  permits  the  delayed  car  to  return  to 
its  schedule  and  to  relieve  the  point  of  heaviest  congestion  Turn-backs  per- 

^         _  °  nutted  only  in 

sooner  than  otherwise.    If  handled  with  reason,  better  service  emergencies, 
results.     During  inclement  weather  conductors  are  expected 

—27— 


to  hold  cars  that  are  much  delayed  at  the  crossovers  until 
passengers  can  be  transferred  directly  to  the  car  following. 
There  is  no  justification,  however,  for  short  running  for 
reasons  other  than  extreme  delays  or  defective  equipment,  and 
the  companies  are  endeavoring  to  eliminate  this  practice  by 
more  comprehensive  inspection. 

Zone  Operation: 

It  is  the  understanding  of  this  Board  that  the  recommen- 
dation of  the  Council  regarding  short  running  (especially 
^z^neopera^on  with  reference  to  Aid.  Donahoe's  amendment  of  the  original 
recommended.  Qouncil  Order)  has  no  reference  to  the  excellent  plan  now  in 
force  of  operating  so-called  short  lines,  in  the  manner  of  regu- 
lar routes  superimposed  upon,  or  in  addition  to,  the  through 
line.  These  short  lines  are  a  direct  application  of  the  zone 
principle  of  operation,  the  object  of  which  is  to  apportion 
the  car  service  along  a  given  street,  according  to  the  originat- 
ing traffic  thereon  in  the  manner  of  a  gas  or  water  main  of 
varying  diameter.  Obviously,  the  short  headway  required  in 
the  inner  zones  of  heavy  traffic  are  not  required  or  justifiable 
in  the  extreme  outlying  sections  of  the  same  trunk  line.  This 
zone  system  represents  the  most  efficient  method  of  operation 
known  today  and  the  policy  of  this  Board  is  to  extend  it  as 
rapidly  as  possible  over  both  loop  and  through  routes. 

Traffic  Obstructions: 

The  Council  order  clearly  recognizes  the  necessity  of  re- 
ducing obstructions  encountered  by  surface  transit  cars 
throughout  the  City  and  of  co-operation  by  the  Departments 
of  Streets  and  Police  in  the  carrying  out  of  improvements  in 
this  direction.  The  Board  of  Supervising  Engineers  has 
eliminated  all  possible  causes  of  delay  in  operation  due  to 
track  layout  or  deficiencies  in  equipment,  but  obviously  can 
go  no  further.  Track  centers  have  been  established  in  ac- 
cordance with  the  ordinances  and  car  widths  have  been  chosen 
as  narrow  as  permissible  consistent  with  comfort,  so  as  to 
Traffic  obstruc-  rescrve  the  maximum  street  space  for  vehicles.    Ample  motor 

xions — co~op6r— 

^othVcify  de^  art-  Capacity  has  been  provided  for  rapid  acceleration  and  brak- 
ments,  necessary,  j^g .  ^rack  Special  work  throughout  the  City  has  been  de- 
signed so  as  to  permit  the  largest  cars  to  pass  on  curves. 
Safe  clearance  has  been  provided  at  all  permanent  structures 
adjacent  to  the  track,  and  elevated  railway  columns  of  the 
Union  Loop  have  even  been  moved  at  great  expense  to  ac- 

—28— 


complish  through  route  operation.  In  its  3rd  Annual  Report 
(p.  198)  the  Board  cites  206  locations  where  bridge,  tunnel 
and  viaduct  changes  were  necessary  to  provide  car  clearance — 
and  these  for  through  routes  only,  practically  all  of  which 
have  been  effected. 

Beyond  this  work  both  the  Board  and  the  Companies  are 
helpless  in  avoiding  interference  with  car  schedules  by  street 
obstructions.  Where  street  improvements  have  not  been 
made,  teaming  unavoidably  follows  the  car  tracks.  Where 
the  City  ordinances  concerning  street  encroachments  are  dis- 
regarded  by  abutting  property  owners,  as  occurs  in  the  down-  improvements 

*  ,  1      T    1       T    1  1  dive'-ts  vehicular 

town  district,  there  can  result  only  schedule  delays  and  un-  t.-sfflc  to  st.  Ry. 

satisfactory    service.      Obstructions    occur    especially   where 

front  delivery  to  stores  and  warehouses  is  the  practice.     This 

trouble  is  not  crucial  with  rear  deliveries.     The  most  needed 

improvement  concerns  the  various  entrances  of  transit  lines 

from  the  North  and  West  Sides  and  especially  in  the  vicinity 

of  South  Water  street. 

In  the  Fourth  Annual  Report  (p.  332)  a  study  was  made 
of  this  "inner  city"  congestion,  which  is  entirely  typical  of 
conditions  that  cannot  be  improved  without  strict  enforce- 
ment of  the  ordinances  prohibiting  street  encroachment.  This 
study  showed  that  within  one  mile  radius  of  the  downtown 
business  center  about  100%  more  time  was  required  for  oper-  j^°p  ^^t^^J*^ 
ation  during  evening  rush  hours  and  50%  during  noon- 
day than  necessary  for  operating  over  the  same  track  when 
it  is  reasonably  clear;  that  while  a  passenger  could  ride  5.35 
mi]p5>  in  thirty  minutes  with  a  clear  track,  only  3.15  miles 
could  be  covered  during  the  rush  hours  in  the  same  period. 

Elimination  of  Unnecessary  Stops: 

This  subject  has  received  serious  attention  from  time 
to  time,  and  this  Board  is  in  accord  with  any  practical  plan 
by  means  of  which  unnecessary  stops  may  be  eliminated. 
While  the  Council  order  under  consideration  recommends 
the  elimination  of  certain  stops  "where  cross  streets  do  not 
meet"  on  the  main  thoroughfare,  the  Board  realizes  the 
necessity  of  eliminating  still  further  a  large  number  of  stops 
in  those  districts  of  the  city  where  blocks  are  unusually 
sJiort  or  irregular. 

In  Chicago,  the  standard  subdivision  for  a  section  one 
mile  square  usually  results  in  a  tract  eight  blocks  long  by 

—29— 


sixteen  wide.    Fortunately,  in  perhaps  the  majority  of  snb- 
Excessive  number  divisions,  the  long  dimensions  of  these  blocks  have  been 

of  stops  should  '  » 

be  eliminated,  located  aloiiQ  trunk  Unes  requiring  street  ear  service.  This 
particularly  applies  to  the  South  Side  lines  leading  out  of 
the  business  district  and  the  limited  number  of  stops  at 
street  crossings  contributes  greatly  to  the  rapid  transpor- 
tation desired.  On  the  other  hand,  the  North  and  West 
Side  lines  are  distinctly  handicapped  in  operating  through 
the  "close-in"  districts,  where  the  blocks  vary  from  12  to 
16  per  mile,  resulting  in  an  excessive  number  of  stops  on 
these  important  trunk  lines.  In  the  example  appended. 
Table  V.,  the  actual  number  of  stops  represents  82%  of  the 
possible  number. 

16  stops  per  mile  equivalent  to  330  feet  spacing. 

12  stops  per  mile  equivalent  to  440  feet  spacing. 

10  stops  per  mile  equivalent  to  528  feet  spacing. 

8  stops  per  mile  equivalent  to  660  feet  spacing. 


—30— 


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-31- 


In  view  of  the  condition  existing,  this  Board  is  of  the 
opinion  that  rapid  surface  transportation  in  Chicago  would 
be  very  generally  improved  if  permissible  stops  could  be 
confined  to  the  standard  subdivisions  of  eight  blocks  per 
mile  or  thereabouts.  While  it  is  inadvisable  in  the  down- 
town district  to  eliminate  any  great  number  of  stops  (due 
to  the  necessity  of  distributed  loading),  the  service  along  the 
trunk  line  would  be  generally  improved  by  a  careful  and 
judicious  revision  of  these  stopping  points  to  conform  as 
Revision  of  stop-  closcly  as  possible  to  the  above  standard  city  block.  This 
arbitra?y"ll)*aci'n^  especially  applies  to  diagonal  thoroughfares  where  irregular 
street  intersections  necessarily  result  in  many  extra  stopping 
points.  In  such  cases  arbitrary  spacing  is  necessary  for  the 
general  good.  Such  irregular  stopping  points  should  be 
distinct!}^  indicated  by  means  of  colored  poles,  or  posts, 
suspended  signs  or  other  distinctive  methods,  especially  in 
all  districts  where  stops  are  not  made  at  every  street  inter- 
section. This  practice  is  followed  in  other  cities  with 
obvious  success  notably  Toronto  (Canada)  and  Providence. 
Much  improvement  has  already  been  made  by  the  ex- 
clusive adoption  of  the  "near-side"  stop,  where  formerly  full 
stops  were  made  on  both  near  and  far  side. 

Snow  Removal: 

In  an  endeavor  to  meet  the  conditions  of  the  1907 
ordinances,  various  modern  methods  of  snow  removal  have 
been  investigated  and  tests  made  with  a  snow  melting 
»pp^?atus™found  apparatus,  using  high  temperature  steam.  The  results  have 
impracticable.  ]jqqj^  ygj.y  unsatisfactory,  both  as  to  economy  and  rapidity  of 
operation.  In  view  of  the  enormous  mileage  involved,  and 
the  resulting  investment  in  special  equipment  that  would 
remain  idle  throughout  the  year,  the  Board  regards  it  neces- 
sary to  exercise  great  caution  in  authorizing  such  investment 
until  a  thoroughly  efficient  apparatus  has  been  developed. 

Electric  Switches: 

For  some  years  electric  switches  have  been  in  use  in  Chi- 
cago, and  over  100  of  these  switches  are  now  in  use  by  the 
eieSswKs  traction  companies  with  successful  results.  Additional 
installed,  g^vvitches  are  being  added  to  the  system  from  time  to  time  at 
locations  where  the  saving  in  time  and  the  reduction  in  num- 
ber of  street  obstructions  justify  the  additional  expense  of 
installation  and  maintenance. 

—32— 


Bridges  and  Tunnels: 

Although  this  department  of  the  City's  undertakings  is 
not  a  direct  function  of  the  work  of  the  Board  of  Supervising 
Engineers — without  definite  instructions  from  the  City  Coun- 
cil— the  Board  is  in  a  position  and  stands  ready  to  further 
proceedings  for  additional  bridges  and  tunnels  across  the 
Chicago  river  or  its  branches  by  contributing  from  its  ex- 
perience and  traffic  records,  so  that  such  locations  may  be  assist  in  securing 

1  .-.,  ,  -      jv      .•        i?  T    J?     £  4-      £G  M-  additional  bridges 

chosen  as  will  be  most  eliective  for  reliei  oi  traffic  congestion,  and  tunnels. 

Especial  consideration  has  been  given  by  this  Board  to  the 
Chicago  river  crossings  and  the  Council  order  of  March  11, 
1912,  is  concurred  in  with  respect  to  Franklin  street,  except 
that  a  transit  tunnel  is  advocated  instead  of  a  bridge  at  this 
point.  This  Board  further  recommends  a  bridge  for  both 
traction  and  traffic  between  the  West  Side  and  the  South 
Side  at  Monroe  street. 

Increased  car  facilities  at  the  Northeast  corner  of  the 
loop  district  have  become  very  necessary,  but  it  is  realized 
that  the  character  of  this  improvement  must  necessarily  be 
contingent  upon  the  final  decision  of  the  City  authorities  on 
bridge  crossings  in  this  locality.  If  the  Michigan  Boulevard 
connecting  link  is  built  and  vehicular  traffic  from  the  Rush 
street  bridge  is  diverted  to  it  the  latter  should  then  be  made  unk  wfif relieve 
available  for  street  car  tracks,  thus  creating  another  outlet  °°^  conges  ion. 
to  the  North  for  street  car  traffic  unless  rendered  unnecessary 
by  the  construction  of  subways. 

Furthermore,  the  Board  is  already  on  record  as  favoring 
the  opening  of  the  N-S  and  E-W  section  lines  of  the  City  for 
transit  lines  as  rapidly  as  settlement  of  the  territory  justifies. 
One  of  the  most  important  locations  for  early  improvement  is 
at  Ashland  avenue  and  the  north  branch  of  the  river,  where  a 
bridge  or  tunnel  is  necessary  for  connecting  traffic  on  Ashland 
avenue. 

Extension  Service: 

The  Companies,  as  a  whole,  have  been  active  in  extend- 
ing their  lines,  particularly  the  Chicago  Railways,  which  has 
built  about  thirty-two  miles  of  new  extensions  since  the  end  jjew  extensions 
of  its  rehabilitation  period  against  a  maximum  of  twenty-  prtoance  Squire- 
three  that  could  be  called  for  by  the  City  under  the  1907  ordi-  ments. 
nance.     The  Chicago   City  Railway   Company,   since  its  re- 
habilitation period,  has  constructed  about  seventeen  miles  of 

—33— 


new  extensions  against  a  possible  maximum  of  twenty-two 
miles  under  its  ordinance  and  in  lieu  of  additional  new  ex- 
tensions added  to  its  system  by  purchase  eighteen  miles  of 
track  which  extended  the  5-cent  zone  to  the  extreme  South- 
west limits  of  the  City,  thus  making  a  total  additional  mileage 
of  thirty-five  miles  since  1910. 

Considering  the  three  years'  construction  season,  1910  to 
1912  inclusive,  it  appears  that  the  total  new  track  construc- 
Abutting  property  *^^°  ^^^^  ^^P*  P^^®  ^^^^  *^^^^  Stipulated  by  the  1907  ordinance 
aome^rteMioM*  ^^^  *^^  post-rehabilitation  period.  Some  extensions  desired 
have  been  opposed  by  abutting  property  owners,  and  con- 
struction thus  delayed  by  the  Companies'  inability  to  obtain 
the  frontage  consents  necessary  under  Illinois  State  laws. 
For  example,  on  Franklin  street,  Washington  to  Lake  street. 

As  a  result  of  this  new  construction  extension,  car  service 
has  been  established  on  the  following  streets  since  January, 
1911: 

North  and  West  Side: 

LaSalle  street  tunnel. 

Western  avenue — Koscoe  street  to  Lawrence  avenue. 
40th  avenue — Lake  street  to  Elston  avenue. 
Harrison  street — 40tli  avenue  to  52nd  avenue. 
16th  street — Kedzie  avenue  to  46th  avenue  (City  limits). 
48th  avenue — Chicago  avenue  and  JMilwaukee  avenue. 
Armitage  avenue — 44th  avenue  to  48th  avenue. 
Kedzie  avenue — Elston  avenue  to  Lawrence  avenue. 
IMilwaukee  avenue — Lawrence  avenue  to  C.  &  N.  W.  R.  R. 
tracks. 

Grand  avenue — 51st  avenue  to  72nd  avenue. 
Grand  avenue — 40th  avenue  to  North  avenue. 
52nd  avenue — Harrison  street  to  Lake  street. 
(Suburban  Co.  extension.) 

South  Side: 

California  avenue — 35th  to  36th  streets. 
35th  street — California  avenue  to  Kedzie  avenue. 
State  street — Vincennes  road  to  71st  street. 
79th  street — State  street  to  Vincennes  road. 
Halsted — 79th  to  Summit — Summit,  Halsted  to  Vincennes, 
Vincennes,  Summit  to  119th. 

111th — Vincennes  to  City  limits. 
81st — Vincennes  to  Halsted. 
71st — State  to  Cottage  Grove. 
State— 71st  to  79th. 

34 


•     •  ^'^  J   «    *    • 


•      •••••IP  • 


Loop  District: 

Two-way  operation  of  North  Side  Loop  via  LaSalle, 
Monroe-Dearborn  streets. 

Outside  City: 

Operating  agreement  with  County  Traction  Company 
establishing  service  1st — 48th  avenue  from  12th  to  25th  streets 
2nd — Ogden  avenue,  46th  and  48th  avenues  N.  in  48th  and 
25th  W.  in  25th  and  52nd  avenue. 

By  this  agreement,  Chicago  citizens  are  given  through 
service  to  Western  Electric  Works  and  others  for  a  single 
fare  and  without  transfer. 

Summarizing- : 

In  the  foregoing  report  the  important  facts  defining  the 
present  status  of  street  railway  service  in  Chicago  have  been 
plainly  and  fairly  stated.  But  it  is  necessary  to  state  in 
conclusion  that  these  facts  should  not  be  misinterpreted  by 
assuming  present  conditions  to  be  due  to  failure  of  the  com- 
panies to  keep  pace  with  transit  growth.  Rather,  the  absence 
of  adequate  rapid  transit  development  may  be  regarded  as 
the  prime  cause  of  the  present  limitations  in  transit  facilities. 
Admittedly  the  growth  has  been  faMer  than  expected  and 
continuously  involves  questions  of  raising  the  money  for  umited  because 
necessary  capital  expenditures,  which  expenditures  it  has  transit  deteiop- 
been  a  duty  of  this  Board  to  supervise.  But  any  surface 
transit  system  can  be  developed,  as  such,  only  to  the  extent 
that  there  are  streets  available  for  its  occupancy  and  it  then 
cannot  fulfill  the  demands  of  rapid  transit.  The  surface  line 
system  has  been  perfected  to  its  present  state  by  the  ex- 
penditure (in  addition  to  its  original  cost  of  $55,775,000)  of 
more  than  $80,000,000  within  a  period  of  six  years,  and  has 
reached  a  state  of  development  unparalleled  in  this  country, 
not  only  in  actual  mileage  of  track  construction,  number  of 
cars  installed  and  auxiliary'  equipment  provided,  but  also  in 
the  methods  and  efficiency  of  operation,  as  evidenced  by  the 
ability  of  the  system  under  the  present  handicap  to  give  the 
class  of  service  it  is  now  giving  in  handling  over  1,000,000,000 
passengers  per  year. 


32-^36^ 


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